Internal-combustion heat-engine.



PATENTED AUG. 1, 1905. 11110115111.

v INTERNAL GMBUSTION HEAT ENGINE.

APPLIoATxoN FILED 1,111.19, 1897.

6 SHEETS-SHEET 1.

PATENTBD AUG. 1, 1905.

No. 796,106. J. L. BOGERT.

INTERNAL COMBUSTION vHEAT ENGINE.

APPLIOATION FILED JAN. 19, 1897.

- e sums-SHEET z.

m e d. y@ Q. Q, d J f. z f n d u x 714;; ally Nq. 796,106. PATBNT'BDAUG. 1, 1905.

J. L. BOGERT.

INTERNAL OMBUST-ION HEAT ENGINE.

APPLIOATION FILED JAN; 1n. '1897.

6 SHEETS-SHEET 3.

J.L. 130Gmvr.v INTERNAL COMBUSTION HEAT ENGINE.

APPLIGATION PILE) JAH. 19, l1897.

PATBNTED AUG. 1, 1905.

EATENTED AUG. 1, 1905.

J. L. EOGEET. INTERNAL coMEUsTloN HEAT ENGINE.

6 SHEETS-SHEET 5.

APPLICATION FILED JAN.19, 1897. y

7W any class.

Vinsinuar ,STATES-i;

PATENT OFFICE.

'.IJOHN L. BOeERT, OF FLUsHING. vNEW YORK. O INTERNAL-COMBUSTIONHEAT-ENGINE.

Specification of' Letters Patent.

' Patented Aug. 1, 1905.

Application and January 19, 1897. serial no. elasal.

To all whom, Ait may concern:

Be it known that I, JOHN L. BOGERT, a citizen of the United States,residing in Flushheat-engines.

Heat-engines are usually divided into two classes-viz., internalcombustion and external combustion. The former class includesgas-engines, oil-engines, Vapor-engines, and all machines fortransforming heat into work where the heat rendered-available by the.

source of heat .is communicated to the molecules of the working iiuidwithout first pass-v ing through ,thewalls of the containing vessel. Thesteam-engine is a representative of the second-mentioned class, the heatof the burning fuel passing first through the plates and tubes of theboiler before it is absorbed by the working fluidmz'. e., the vaporofwater. Many forms of air-engine belong to this In internal-combustionheat-engines to attain the best results the heat should be liberated ormade available only when the workingfluid is in a condition toimmediately absorb and transform it into its work equivalent. Also as inall forms of heat-engine the proportion of heat received from the sourceof heat which can be transformed into work depends upon the temperatureof the heat received with reference to the temperature of the heatrejected or not utilized it follows that the more quickly the availableheat is transformed by the working fluid into work the higher may be theinitial. temperature of this heat without serious loss to the walls ofthe containing vessel. For this reason internal-combustion heat-enginesare theoretically much more efficient heat-engines thanexternal-combustion heat-engines-z'. c., temperatures arerattained inthe former that would quickly destroy the latter. The best known form ofinternal-combustion heat-engine is one where a mixture of air andcoal-gas or air and some hydrocarbon is made use of, both as a source ofheat and;` as aworking iiuid, the chemical union of the hydrogen and thecarbon with the oxygen of the air resulting in the` change of the.working fluid into car- Vthe product of pressure by distance.

bonic acid, steam, and nitrogen, the increase in available pressure ofthe working fluid being due to the heat liberated when the said chemicalunion takes place. rIhe foregoing action takes place in a vessel havingexpansibility, resistance being offered to the expansion of the chamberby suitable mechanism,

so that the overcoming of the resistance during the expansion of thechamber shallbe the performance of the desiredy work. The carbonic acid,water-vapor, and nitrogen at a temperature depending on the eiiciency ofthe heatengine are then rejected or expelled from the chamber, to loereplaced with a fresh mixture of air and hydrocarbon or gas. 1t was longago perceived that to obtain satisfactory results the work-ing fluidshould possess considerable pressure when the heat was supplied to it,as but a small movement of expansion would then result in thetransformation of a large amount of heat into work, work beirrilg T ebest-known heat-engines of this type obtain this initial pressure of theworking fluid by compression, either in the same expansible chamber thatconverts heat into work, as in the well-known Otto engines, or bysuitable pumps. Theoretically the efficiency increases with the initialpressure of the working iiuid; but the pressure resulting from thechemical union of the constituents of the combustible mixture usedas theworking fluid increases with its initial pressure. When a piston movingin a cylinder is used for the expansible chamber, a point is reachedwhere the pressure resultingfrom combustion is so .great as to causerapid deterloration of its packing rings. Therefore pressures muchexceeding two hundred pounds per square inch (which results from the useof an initial compression pressure of fifty pounds per square inch withordinary coal-gas mixed with the proper proportion of air as the workingiiuid) are not altogether desirable. ically all the heat should besupplied'at the commencement of the stroke of the piston or thebeginning of the expansion of the chamber-that is to say, the workingfluid should have its pressure fall from the conversion of heat intowork and not have its pressure sustained in any manner by the constantaddition of heat during the performance of its work. Unfortunately inthe present forms of internal-combustion heat-engines when the working.fluid is a combustible mixture, whether rich or dilute, it will notpart wlth Theoretall its heat at the commencement of the expansion, butwill suppress about one-half ofl the true heat of its combustion, givingit out only as the expansion proceeds and its pressure falls. This"afterburning, as it is called, is responsible for many faults ingas-engines. Frequently the combustion of the working fluid is onlycomplete when the exhaust-valve is opened, and cases are known wherethere has been enough flame lef't when the exhaust-valve was closed toignite the incoming mixture. rIhe pressure at the moment of opening theexhaust-valve is high, (sometimes over fifty pounds per square inch,)and there is therefore a heavy l'oad thrown on the ordinaryvalve-gearing. The exhaust is necessarily noisy and the temperature ofthe escapinggases a source of lire risk. By properly weighting thereciprocating parts and regulating the speed of rotation of thecrank-shaft a turning effort on the crank-shaft can be obtained assatisfactory as desired without maintaining the pressure duringexpansion by after-burning.

The object of my invention is to remedy the defects above mentioned asinherent in all internal-combustion heat-engines where the working fluidis also the combustible mixture, principally to substantially consumethe fuel long before the expansion is complete, and hence diminish theevil effects of afterburning or slow combustion.

A further object of the invention is to provide certain improved detailsof construction whereby the beneficial effects above set forth maybeobtained.

To these ends I make use of two or more expansible chambers, to one ofwhich a combustible mixture of air and fuel is supplied and to the otheror others Aair is supplied, and said chambers are connected by a passageor passages, so that as soon as the combustible mixture in one chamberis inamed or before its expansion is complete the burning combustiblemixture will have access to the air in the other expansible chamber orchambers throughsaid passage or passages, whereby a portion of theinflamed combustible mixture can expand into a volume of gas, which isan assistant to complete and rapid combustion because of its oxygen, andwhereby a much more rapid conversion of' the heat into work is effected.In carrying out my invention I have found it advantageous to use asexpansible chambers cylinders containing reciprocating pistons, whichmay be of any desired shape and form and connected with any desiredmechanism, provided they move on their expansion-stroke with substantialsimultaneousness.

The invention further consists in the novel details of improvement andthe combinations .of parts that will be more fully hereinafter set forthand then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming parthereof, which illustrate a convenient form of structure for carrying outmy invention, and whereinm Figure l is a side elevation of aninternalcombustion heat-engine embodying my invention, some of' theworking parts being removed. Fig. 2 is a plan view thereof. Fig. 3 is anend elevation, enlarged, looking from the left in Fig. 1, showingvalve-operating devices in position. Fig. 4 is a vertical crosssectionon the line 4 4 in Fig. 2 looking in the direction of the arrow, showingthe gas, air, and exhaust valves, the passage forming communicationbetween the two expansible chambers or cylinders, and a valve forcontrolling said passage. Fig. 5 is a view corresponding to Fig. 4, (theair, gas, and exhaust 'valves being removed,) showing' modified meansfor controlling vthe passage between the expansible chambers. Fig. 6 isa vertical longitudinal section on the line 6 6 in Fig. 4 looking in thedirection of the arrow, showing the expansible chamber or cylinder andthe contained piston in section, also illustrating the relation of theexpansible chamber or cylinder to the passage that connects thc twoexpansible chambers or working cylinders. Fig. 7 is a plan view,enlarged, of the compression end of the engine, showing valveoperatingmechanism. Fig. 8 is a side clevation thereof looking in the directionof the arrow in Fig. 7. Fig. 9 is a horizontal section through thecompression-spaces of the expansible chambers or cylinders. Fig. vl0 isa detail sectional view of' modified means for admitting' the fuelmixture.

y In the accompanying drawings, in which similar numerals of' referenceindicate corresponding parts in the several views, l indicates asuitable frame. 2 is a crank-shaft suitably journaled in said frame, and3 is a casing, shell, or jacket suitably connected with frame l, as bybolts 4.

5 is a casting or housing bolted or otherwise connected with part 3 andcontaining chambers, valves, and other parts, as hereinafter explained.

The part 3. as shown in Figs. 1, 2, 7, and 9, has end plates or lianges3" 3, which are shown bolted to the parts l and 5. ',lhc end plates 3"3" are provided with apertures 3" 3, (see Figs. 2 and 9,) thecorresponding apertures 3" 3d being alined, as in Fig. Q. As lvcontemplate using two expansible chambers or cylinders, the casing 3 isshown provided with two sets of apertures 3u 3, and in the correspondingapertures 3C 3l are located cyl? inders, liners, or barrels 6 6", whichconstitute, with their pistons and the inner walls of casing 5, theexpansible chambers or cylinders llereinbefore referred to. Thesecylinders, liners, or barrels by preference project through apertureslxL in the frame 1. (See Fig. 2.) The cylinders or liners 6 G", asshown, are open at both ends and contaln suitable reciprocative pistons7` 7, which are coniiected by rods 8 with the cranks 2 of a crankshaft 2in suitable manner. It is evident, however, that the pistons may beconnected with asingle crank. rIhe walls of the casing 3 and of thecylinders or liners 6 6a are so arranged relatively to each other as toform a space 9 between. them, which constitutes a water-jacket for thecylinders. It is thus seen that the two expansible chambers or cylinders 6 6 are shown as parallel and near to-l gether and that the cranks2u 2 are arranged parallel and on the same side of shaft 2, whereby thepistons 7 7a will have substantial simultaneous movement, or, in otherwords, so that thepistons will reciprocate with substantial synchronism.However, it is coinprehended within the scope of my invention that theexpansible chambers may be arranged otherwise relatively to each other,if found desirable. For instance, the expansible cylinders or chamberscould be placed end to end or at an angle to' each other, the crank orcranks being of course suitably arranged, as in some well-known types,of gas-engines.

It is evident that instead of making. the casing or jacket 3 and thelinings or cylinders 6 6 in separate parts and securing them togetherthey may be made in a Ysingle strueture or casting, such asshown in Fig.6. Furthermore, it will be understood that the cylinders andwater-jacket may be made in any other suitable or well-known manner,provided that the cylinders are so placed relatively to the cranks thatthe pistons can reciprocate with substantial simultaneousness,

the purpose of which simultaneous movement of the: pistons will morefully hereinafter appear.

It is designed that a mixture of suitable fueland air shall becompressed, burned, and expanded in one cylinder, as 6, and that airshall be compressed and expanded, in conjunction with some of theburning fuel mixture from said cylinder, in the other cylinder, as 6,This portion of the fuel mixture entering cylinder 6a will,act on theair therein,`

10 10a, which respectively communicate with the bores of cylinders 6 6u.(See Figs. 6 and 9.) These chambers 1010? are the compression spaces orchambers for the motive fluid of the engine, and while they are shown aslocated in a separate casting 5 it is evident that the cylinders 6 6acould be of sufficient length to enable said compression chambers' orspaces to be located directly therein, or any other suitable arrangementof compression-spaces for the cylinders 6 6 can be pro-V vided.' Theworking Huid to be compressed f and expanded in chamber 10, and in theother chamber 10 air is to be compressed and expanded in conjunctionwith some of the working uid from chamber 10. It will be understood thatthe air in chamber or space 10a is to be isolatedas completely aspracticable from the fuel mixture in chamber or space l() until ignitionof the fuel mixture in the latter space takes place, whereupon a portionof the burning fuel mixture can have access to the air in the space l0before the pistons move to any great degree. For this purpose a passage10lo is provided between the chambers or compression-spaces 10 10st. InFigs. 4, 5 the passage 10b is shown as controllable by means of a valve11 or its equivalent. Ihe

A valve for passage 10b will serve to keep the ,Valve 11V is shown inFig. 4 provided with a depending guide-stem 15', that enters a bore 16in a wall 17 of chamber l0, and with an `upwardly or oppositelyextending stem 18, lthat can enter a bore 19 in aplug 20, fastened in abore 2()u in casting or housing 5. By

preference the stem 18 has an enlargement or` head 18a, which is guidedin bore 19, and this head or the bore 19 is provided with one or l moreports or notches 18h, which are so arranged that when the valve is onits seat air can enter the bore 19 above said head from the air-chamber,but when the valve rises the head closes said bore. By this means theair in the bore 19 will be confined as the valve rises and will thus actas a cushion to resist ,the forcible thrust 4of the valve in openingwhen the fuel mixture is ignited in chamber or compression-space 10.

In Fig. 5 I have shown a flap or swinging .valve 11 to close againstseat 12 and serving to control the passage of fluid `from chamber l0 tochamber 10, It is evident, however,

that any other similar device may be used tov control the passage orcirculation of air and fuel mixture between chambers l() and 10" so asto confine air only in chamber 10iL until such time as ignition of .thefuel mixture in chamber 10 takes place, and the increase of `pressure inchamber 10 causes some of the burning fuel mixture to pass into chamberor compression-space 10 and act on the compressed air therein. Thepassage l0 can be arranged in any suitable manner, and more than one ofsaid passages may be used. 2l

.represents water-spaces in the casting 5, surrounding the compressionspaces 10 10, which may be suitably arranged and supplied with water forreducing the temperature of the parts, and, if desired, the walls of thespaces 21 may be coated with some suitable expansion portions of` thetwo chambers rcylinders whether the passage 1s controllable or not, thecontrollable passage serving to more perfectly isolate the fuel mixturein one chamber from the air in the other chamber until ignition, whilewith a non-controllable passage the separation of the fuel mixture andair in said chambers may not be so complete.

I wish it understood that the devices above described are examples ofsuitable mechanism capable of carrying out my invention, to which I donot limit the invention in any particular, excepting in so far as anyarrangement shown may be essential t0 the practical carrying out of theinvention, and, furthermore, it will be understood that the fuel mixtureand air may be supplied to and exhausted from the expansible chambers orcylinders and their compression-spaces in any suitable or well-knownmanner.

In order to demonstrate the practicability of my invention, I have shownan arrangement of parts which may be described as follows: I will firstdescribe 'how air and fuel may be admitted to compression-space and thecorresponding expansible chamber or cylinder 6 and air to thecompression chamber or space 10 and the corresponding expansible chamberor cylinder 6 and how the expanded charges may be exhausted therefromand then the means I have shown for operating the devices by which theabove results are obtained. 22 is a valve (see Figs. 4 and 9) whichcontrols an airpassage 23, leading into comy pression-space l0, saidvalve being arranged to open inwardly. Valve 22 is -shown restingagainst a seat 22XL on a hollow plug 24, that lits in a bore 25 incasting or housing 5. Plug 24 has an opening'24, (see Fig. 9,) thatleads to opening 23, the latter opening communicating with theair-supply in suitable manner. Plug 24 is shown held in place by a capor flange 26, secured on casting 5, the inner end of said plug abuttingagainst a wall 24b in casting 5. The stem 27 of valve 22 is shown guidedin a borein a bridge 27L in plug 24, and when the valve is to be openedby mechanical agencies the stem 27 may project through an aperture 26 incap 26; but if the valve is to be operated by suction this need not beso. 28 is a spring shown coiled around stem 27 and acting against bridge27u and against a projection or shoulder 27" on stem 27, this springserving'to hold valve 22 to its seat. While the spring 28 is shownlocated within plug 24, it is evident that it may be placed on theoutside of cap 26 in any suitable manner.

The means to admit gas or fuel to the compression-space l() is shownarranged as follows: 30 is a valve shown resting against a seat 3l on ahollow plug 32 in the casting or housing 5 and communicating withcompression-space l0. (See Figs. 4and The plug 32 is provided with anopening 32", that communicates with a channel 34 in the casting orhousing 5, which leads to an outlet 34" to be connected with a gas orfue] supply pipe. The stem 30l of valve 30 is shown guided in a bore 30bin plug 32, and said stem projects therefrom and is shown surrounded bya spring 35, (see Fig. 3,) which serves to hold the valve to its seat.The spring in Fig. 3 is shown acting against a projection or head 36 onstem 30LL and against plug 32. lt will be evident that valve 30 and itsparts may be arranged similarly to valve 22 and its parts, or valve 22could be arranged substantially in accordance with valve 30. It is alsoobvious that either or both of these valves could be arranged in anyother suitable manner. Means for operating these valves will bedescribed hereinafter. l

It is evident that instead of using two separate valves to admit air andfuel or gas to compression-space l0 a single valve can be used for thepurpose. Such an arrangement is shown in Fig. 10, wherein the valve 30,spring 35, and hollow plug 32 are substantially the same as thatdescribed with reference to the gas-valve of Figs. 4 and 5, the plug 32having both openings 231L and 32 communicating with the gas-channel. When valve 36 nieves from its seat, air and fuel will both be admitted tocompression chamber or space l0. It is obvious that the arrangement foradmitting air and fuel to the compression chamber or space l() by onevalve may be suitably altered, if desired.

Air may be admitted to the air-compression space lO by any suitablemeans, such as a valve that operates either by suction or differentialpressures or by mechanical agency. A valve may be used arranged similarto valve 22 or valve 30. (Shown in Fig. 4.) I have shown a valve for thepurposearranged similar to valve 30, which may be particularixml asfollows: 37 is a hollow plug` located in a bore 38 in casting 5 andhaving a seat 3S), upon which a valve 40 rests, plug 37 having anaperture 37, that communicates with a channel 41 in casting or housing5, through which channel and the hollow plug air can pass tocompression-chamber 10. The stem 40 of valve 40 is guided in a bore 40"in plug 37, and said stem in Fig. 3 is shown projecting through a borein plug 37 and surrounded by a spring 42, which operates against plug 37and against a projection or head 43 ou stem 40u to hold valve 40 to itsseat. Means for operating valve 40 will be described hereinafter. It maybe stated here, however, that the air-valve 40 and the gas and air valveor valves for compression chamber or space l0 are to be so opened thatair will be drawn into compression-chamber lEL and cylinder 6asubstantially simultaneously with the entrance of fuel and/airintocompression-cham'- ber 10 and cylinder6 and that the air and the fueland air mixture are to be compressedvin their respectivecompression-spaces with substantial simultaneousness. With acontrollable passage between spaces 10 and 10a none of the air incompression space or cham ber 10 can pass to compression-space 10.

Means to permit the spent charges to be exhausted from the expansiblechambers or cylinders and their respective compression-spaces may beprovided in any well-knownor suitable manner. A separate outlet may beprovided for each compression-space. (See Figs.

3,4, 5.) I have shown exhaust-outlets fory the compression-spacesarranged as follows: In the casting or housing 5, communicating with theCompression-space 10, is a bore 45, Figs. 4 and 5, in which is located ahollow plug 46, having a seat 47 to receive a valve 4 8, which opensinwardly. The stem 48a of this valve is guided. in a bore 49 in plug 46and projects therefrom so as to be operated by suitable mechanism, aspring 50 connected with said stem (see Fig. 3) serving to keep thevalve 48 upon its seat. While the plug 46 could have' an opening in itsouter wall leading directly to the open air, l have shown an opening 46ain one side wall, which open-1 ing leads to a channel 51 in the castingor housing 5, the channel 51 in turn leading to an opening 52 in theback plate or wall of said casting,through which the exhausted productsof combustion can be carried away. (See Fig. 3.) The'exhaust products ofcombustion are conducted away from compression-space 10 by means similarto those just described, a plug 53 being located in a bore 54 in casting-5, said plug having a seat 55 for a valve 56,

the stem 56a of which valve is guided in a bore 57 in plug 53, fromwhence it projects, and is connected with a spring 58, Fig. 3, to keepthe valve upon its seat, (the outer end of said Vable arrangement may beemployed for the purpose.

The devices I have shown for operating the valves are as follows: 60 isa shaft journaled in suitable bearings carried bythe engine andy rotatedby the crank-shaft 2 through-the medium of suitable gearing 6l 62, theratio of.

which gearing may be such that shaft 60 kwill make one revolution to tworotations of shaft 2. The shaft 60 carries suitable cams to operate thevalves. To operate the air-valve 22, I have shown acam 63 on shaft 60,which is adapted to actuate a lever 64, pivotally supported by theengine, as on a bracket 64s, which lever is'adapted to push stem 27 ofvalve 22 inwardly to admit air to compression-space 10. (See Fig. 9.) 65is a cam on shaft 60, adapted to operate a lever 66, that is shownpivotally carried by'a bracket 67` supported by casting or housing 5.rIhe lever 66 is adapted to actuate gas-valve 30 and air-valve 40byoperating upon their stems 3()a and 40, (See Fig. 3.) For this purposeI have shown lever 66 as connected with a lever 68 by a link or rod 69,lever 68 being pivotally carried on a bracket 70, supported by housing5, and the lever 66 is shown connected with a lever 7l by a rod 72, thelever 7l being shown pivoted on a bracket 73, carried by housin-g 5.Lever 68 is shown acting upon stem 30 and lever 71 upon stem 40a,whereby valves 30 and 4() may be opened with substantialsimultaneousness.

also shown provided with an extension 72a,

to which link 69 is shown pivoted at 69a. (See Fig. 3.)

In order to regulate the admission of gas to compression-space 10 inaccordance with the speed ofrotation of shaft 2, I have shown the rod 69as detachably connected with lever 68. For this purpose lever 68 isshown provided with an arm or extension 68, having notches 68b 68G 68d,in which the end of rod or link 69 is adapted to enter, (see Fig. 3,)said notches being shown at varying distances from pivot 69a. Rod orlink 69 thus constitutes a picker adapted to move lever 68 more or lessor not at all, according to its position relatively to lever 68. rIheposition of link or picker 69 relatively to arm 68EL or lever 68 isregulated by a governor operated from camshaft 60, the arrangement Ihave shown for this purpose being as follows: 75 is a vertical shaftshown journaled in bearings in a bracket or support 76, carried by theengine, the lower end of said shaft carrying a gear 77, that'meshes witha gear 78, carried by shaft 60, whereby shaft 75 is rotated in ac-Acordance with the speed of shaft 60. 79 is a head mounted upon shaft 75so as to slide freely thereon and connected therewith so as -to berotated thereby, as by a spline or feather. Head 79 has upwardly andoppositely extending arms 80, to which are pivoted governor-arms 81,shown composed of bellcrank levers having weighted outer ends and Thecams 63 and 65 will be placed upon shaft 60 with such rollers 81*L attheinner ends,'whieh bear upon a head 82 at the upper end of shaft 75,whereby as the speed of shaft 7 5 varies the weighted ends of arms orlevers 81 will move outwardly and inwardly more or less, thereby causinghead 79 to rise ordescend accordingly. rlhis vertical movement of head79 is utilized to regulate the admission of gas to compression chamberor space 1() through the medium of a lever 83, connected at one end withsliding head 79 and at its other end with link, rod, o r picker 69. Forthis purpose I have shown the lever 83 as pivotally carried by bracket67, as at 83, one arm of said lever being pivotally connected by a link84 with sliding head 79,the other arm of said lever being pivotallyconnected with picker 69 by a rod 85. III' ith the arrangement abovedescribed when the engine is operating at normal speed head 79,throughlink or picker 69 and lever 66, Will open valve 30 to admit the meancharge of gas to compression-chamber 10. If the speed increases acertain amount, head 79 will rise proportionately, thus causing lever 83to draw down link or picker 69, and thereby remove it from notch68c,causing it to come in line with notch 68d, whereby lever 68 will begiven less than the normal movement, thus permitting less gas to entercompression-space 10, or, in other words. reducing the supply of fuel tosaid space. Should the speed of the engine become greater, head 79 andlever 83 will act to draw link or picker 69 entirely out of line witharm 68 of lever 68, thereby preventing lever 68 from operating valve30,'thus entirely cutting oif the supply of fuel to compression chamberor space 10 until the engine slows down to about its proper speed. Thiscutting oif or reducing the supply of fuel, however, has no effect ofstopping the supply of air to compression-space 1()iL or of air to spacel() when separate air and fuel valves are used for space l0, as in Fig.3. In Fig. 3 I have shown picker 69 in notch 68", which is the positionof the parts when the engine is running below the normal speed, wherebythe maximum proportion of fuel is admitted to space 10 during chargingstroke. It is evident that other means may be employed for regulatingthe supply of fuel to the compression-space 10 in accordance with thespeed of the engine.

While the devices shown and described enable the substantialsimultaneous opening of valves 22, 30, and 40, the parts can be soarranged as to space l() before the fuel is admitted, and to accomplish`this scavenging it is merely necessary to so adjust the cams 63 and 65relativelyl to each other that valve 22 will be opened slightly beforevalves 30 and 40. In this event air rushing into compression-space 10will be drawn through passage l()b into space 10L past valve 11, wherebyspent products of combustion in chamber or space 1() seavenge thecompression.

that may not have been exhausted therefrom on the exhaust-stroke of thepiston 6 will also pass to space 10, thus reducing the deleteriouselfect that the spent products tespecially the carbonic-acid gas) mighthave on the new charge of fuel mixture. As soon as all the supply-valvesare opened the pressures within spaces 10 and 10 will be equalized,(whereupon valve 11 will close passage 10" to prevent unburning fuelfrom entering space 10.)

The valves 48 and 56 are to be opened with substantial simultaneousnesswhen two cxhaust-valves are used to permit rapid exhaustion from thecylinders and compressionspaces, and for this purpose I have shown ayoke 86, Fig. 3, 'connecting the valve-stems 48 and 56, which yoke ispivotally connected with a lever 87, that is pivotallysupported by abracket 88, carried by the casting or housing 5. (See Fig. 3.) Lever87isaetuate(.l by a cam 89, carried by shaft 60. It will be understood thatthe positions of cams 63, 65, and 89 relatively to levers 64, 66, and 87will be such that after cam 89 has opened valves 48 and 56 (or valve 56,if only one exhaust-valve is used) to permit exhaustion fromcompression-spaces 10 and 10 it will move from said level', and cams 6365 will then act on levers 64 66 to open thc valves that admit thechargesV to the compressionspaces 10 and 10 and the expansible chambersor cylinders 6 6. rlhe positions of thel cams on shaft 60 (shown in Fig.are such that expansion in the cylinders is about to take place, itbeing understood that shaft 60 in the illustration given rotates in thedirection of the arrow rc in Fig. 3.

90 indicates an opening leading into the compression and expansionchamber or space 10, in which any well known or suitable sparker origniting device may be placed to ignite the charge of fuel mixture inthe compression-space l0. In Fig. 1 I have shown a hot-tube arrangementfor igniting the charge, wherein 91 is a tube leading to space l() andsurrounded by anon-conducting casing 92, the tube 91 being' heated by aBunsen burner 93. This arrangement is the same as that known as Siemenstube method. In Fig. 3 1 have shown provision at 94 for an opening thatmay lead through a wall of compression-space 10, to which opening anysuitable self-starter may be applied whereby to give an initial strokeor strokes to the piston 7". It is furthermore evident that a.quieting-chamber of any suitable construction may be connected with theexhaust.

The method of transforming heatinto available energy and the operationof the parts illustrated may be described as follows: Let

it be supposed that the pistons 7 7n are at the compression ends of thecylinders 6 6, (see Fig. 6,) that the cylinders and theircompression-spaces 10 10 have been exhausted as into compression-spacelO'and cylinder 6 by piston '7, and air will be drawn intocompression-space l()a and cylinder 6 by piston 7, When the pistonsreach the limit of their forward strokes, cams 63 and 65 will allow theair and fuel valves to close, and upon the return stroke of the pistonsthe fuel mixture will be compressed in chamber or spa ce 10 by piston 7,and the air Will be compressed in chamber or space 10 by piston 7 lsubstantially simultaneously, owing to the substantial simultaneousmovement of saidpistons. The charge in compression-space'lO is nextignited, whereupon immediate inflammation and rapid expansion of thefuel mixture take place and the pressure therein will quickly rise. Now,owing. tothe increased pressure in chamber 10, a portion of the burningfuel mixture will rush through passage l()b and open valve 1l and entercompressionspace l0, where it will attack the compressed air, causingsaid air to expand, and thus increase the pressure in cylinder 6, theburning fuel mixture which entered said space l0EL likewise expanding.that the iniiamedfuel' mixture has an opportunity to expand greatly atthe beginning of the stroke of piston 7 and that portion of it whichenters space 10 not only acts upon piston 7L in the ordinary manner. butit causes the compressed air therein to expand and press on the piston7a, while atthe same time said air. serves to cause more rapidcombustion of the burning fuel mixture. As the fuel mixture thusV has anopportunity to expand greatly at the beginning ofthe stroke of itspiston, owing to its ability to pass to the auxiliary expansionchamber,and thus havea greater. spacein which to expand compared with itsinitial volume, the fuel mixture will be practically con-` forwardstrokes of the pistons, and the pres-l sure of the working Huid fallsrapidly from the commencement of the strokes, so that thev so-calledafterburning does not take place.

Cam 89 willnow have'reached such a position The effect of all this is llthat as the pistons move back lever 87 will be moved to open theexhaust. As shaft 60 makes one complete Arevolution to two rotations ofshaft 2, -it will be understood that the valves lwill be properlyoperated to permit drawing in of the fuel and air, compression,expansion, and exhaustion.v

The method of utilizing fuel in a heat-motor may be more brieiiy statedto consist in separately compressing a volume of air-andfuel lmixtureand a volume of air, in then ig- `niting said fuel mixtureand causing aportion of the lburningfuel mixture to mingle .withA said compressedair, and in simultaneously ex- `panding'and burning the fuel mixture andundertheinliuence of the heat from the bu'rn-l ing fuel increasesthework or power developed by the engine. An internal-combustionheat-engine operated in accordancewith my invention has greatereliciency for a given Vquantity of fuel than the present types of in`ternal-combustion heat-engines known to me,

owing to the fact that a much larger amountk :of heat of the burningfuel is converted into work without serious loss from slow burning,beside the work performed by the expansion of the compressed air underthe iniuence of the burning fuel mixture.

It will be apparent that when the combustion-space `10 is scavenged. bythe opening of valve 22 and the consequent passage of spent 'products ofcombustion therefrom into space l()EL before fuel is admitted tospace'lO such action assists the combustion of the fuel mixture in spacel() and cylinder 6 without thel necessity of losing a stroke of thepiston to effect the scavenging, as has been done in certaingas-engines. While the air and gas admission valves can operateautomatically, if preferred, it isevident that valve 22 should be openedmechanically when the above-mentioned scavenging action takes place toinsure| its opening previously to the others and even `while theexhaust-valve is not closed, as in the well-known Crossley-Otto`scavenging engine.

By using a comparatively rich mixture of air and gas or vapor in thecombustible-mixture cylinder 6the slight dilution occasioned by theadditional air allowed to enter it before the entrance of gas or vaporwill not interfere with the rapid ignition desired.

I am awarethat two or more cylinders have been used in many gas-engineswith both separate and tandem trunk-pistons; that mechanism has beenemployed to cause these cylinders or expansib'le chambersl to enlargefand contract together, (notably in the SturgeonV engine;) that in manyinternal-combustion heat-engines two expansible chambers are employedhaving a connecting-passage, as in the well-known "Acme engine. I amalso aware that some inventors have contemplated the aftermingling ofthe burned gases with compressed air, as in the gas-engine of Root inEngland.

The relative sizes of the volumes o f the airand-fuel-mixture cylindersmay depend upon the amount of compression and the calorific value of thegas or vapor employed as fuel. I use the term vapor in contradistinctionto gas, because in many oil-engines the fuel is a liquid at ordinarytemperatures and is often mixed with air in the form of spray or mistwhen introduced into the cylinder. I contemplate using in my. inventionany suitable fuel, whetherin the form ofdust, powder, spray, mist, orpermanent gas. For this reason I have shown no devices for thepreparation of the fuel, as I contemplate using any desirable device nowknown in the art. A hot tube either with or without a timing-valve, anelectric spark or arc formed at the proper moment, an incandescentfilament, access to which is obtained through a slide or valve at theproper time, or any of the suitableknown means for igniting the chargein a gas or oil engine may be used with my invention. Even where, owingto the use of rich combustible mixtures, the inammation approaches thespeed of an explosion-wave, shock on the parts isl relieve by thecushion of compressed air in the air-cylinder receiving the blow. Thegreater the speed of the engine-that is, the more rapid thereciprocations of the pistonsand the heavier the reciprocating parts theless will be the pressure on the crank-pins during the first half of theworking stroke. Hence by properly adjusting the constructive details thepressure on the crank-pins may be rendered as uniform as necessary, evenwhen, as in my invention, a much more rapid fall of pressure takes placethan in the c vlinder of an ordinary gas-engine. By constructing anengine embodying my invention lin which the pistons move in oppositedirections the reciprocating parts may be balanced.

Any internal-combustion heat-engine similar in arrangement of cylindersto the Sturgeon, Atkinson-Differential, Trent, Fawcett, Acme, Adam,Daimler, &c., can be equipped with my invention. I therefore do notlimit my invention to the constructive details or the arrangement shownin the drawings, as it is obvious that they may be altered or variedwithout departing from the spirit of my invention. I

Having now described my invention, what I claim is l. In aninternal-combustion heat-engine the combination of two cylinders havinga connecting-passage, means to admit fuel mixture into one of saidcylinders, means to admit a gas capable of sustaining combustion intothe other cylinder, and means operated by dilierence of pressure betweenthe two cylinders to permit burning fuel to pass from one cylinder tothe other, substantially as described.

2. In an internal-combustion heat-engine, the combination of twocylinders having a connecting-passage, means to admit fuel mixture toone of said cylinders, means to admit a gas to the other of saidcylinders, means to isolate the fuel mixture from said gas until thefuel mixture is inamed and said means being arranged to operate b'ydilference of pressure in said two cylinders to permit the comminglingof said gas with the burning fuel mixture upon iniammation of saidmixture, substantially as described.

3. In an internal-combustion heat-engine the combination of twocylinders havinga controllable connecting-passage arranged to heoperated by different pressures in said cylinders, means to admitacombustible fuel mixture into one of said cylinders, and means to admita gas capable of sustaining combustion into the other cylinder,substantially as described.

4. In an internal-combustion heat-engine` the combination of twocylinders having a connecting-passage, pistons in said cylinders, meansconnected with said pistons whereby they will move simultaneously, and avalve controlling said passage and arranged so that motion through saidpassage can be butin one direction, substantially as described.

5. In an internal-combustion heat-engine, the combination of twocylinders having a passage connecting the compression-spaces of saidcylinders, a valve in said passage arranged to operate only upon apreponderating pressure arising in one cylinder over that in the other,pistons in said cylinders, and mechanism to insure the simultaneoustravel of said pistons, with means to admit a combustible mixture to onecylinder, a valve to admit air to the other cylinder, and means toiniiame the combustible mixture, substantially as described.

6. An internalcombustion heat engine comprising two cylinders having aconnecting-passage, in one of which cylinders a combustible mixture maybe isolated and in the other air, a gas-valve, an air-valve and anexhaust-valve, and a valve between said cylinders operated by differenceof pressure in said cylinders, substantially as described.

7. An internal -combustion heatengine comprising two cylinders having aconnecting-passage, pistons in said cylinders, mechanism to insure thesimultaneous travel of said pistons, means to admit air and fuel intoone cylinder, an air-valve communicating with the other cylinder, anexhaust-valve communicating with the latter cylinder, and a valvecontrolling the passage between said cylinders and arranged to beoperated by differential pressures in said cylinders, substantially asdescribed.

8. An internal-combustion heat-engine comprising two cylinders havingaconnectingpassage controlled by a valve operated by pressures differingon its two sides, pistons in said cylinders, mechanism to insuresimultaneous travel of said pistons, means to admit air and fuel intoone cylinder, an air-valve communicating with the other cylinder, and anexhaust-valve communicating with each cylinder, substantially asdescribed.

9. An internalcombustion heatengine comprising two cylinders having aconnecting-passage, a check-valve in said passage to open by apreponderating pressure in one cylinder, pistons in said cylinders,mechanism tol insure simultaneous travel of said pistons, valves toadmit air to one cylinder and a fuel 'mixture to the other cylinder, anexhaustgoverning mechanism arranged to limit or suppress the supply offuel periodically while supplying equal quantities of air to theaircylinder at each stroke, substantially as described.

10. The combination of a casting or housing having two cylinders and aconnectingpassage provided with-` a Valve-seat, and a bore or recess 19,witha valve to close against said seat and havinga portion adapted toenter said bore or recess, said bore having an openingleading thereto tobe closed bythe movement of the valve. whereby a cushion of air willresist the movement of the valve, substantially as described.

Signed at New York city, in the county of New York and 'State of NewYork, this 16th day of January, A. D. 1897.

. JOHN L. BOGERT.

Witnesses:

T. F. BOURNE, F. LEVY.

